Train-stopping system.



W. E. TIBBITT. TRAIN S'TOPPING SYSTEM. APPLICATION FILED Nov. 18. 1914.

1,208,699 Patented Dec. 12,1916.

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WILLIAM E. TIBBI'IT, OF NEW CASTLE, DELAWARE, ASSIGNOR OF ONE-FOURTH T0 HALULSEY B. MASTON AND ONE-FOURTH T0 GEORGE L. TGWNSEND JRQBOTH OF WHIIMINGTON, DELAWARE.

TRAIN-STOPPING SYSTEM.

Inn-

Specification of Letters Patent.

Patented Dec. 12, rare.

To all whom it may concern Be it known that I, WILLIAM E. Tlnsrr'r, a citizen of the United States, residing in New Castle, county of New Castle, State of Delaware, have invented certain Improvements in Train-Stoppin Systems, of which the following is a speci cation.

Que object of my invention is to provide a relatively simple, substantial and reliable combination of apparatus for automatically applying the air brakes of a locomotive or train attempting to run by a signal or equivalent device when this is in the danger position; the invention also contemplating the revision of means whereby the engineer' may conveniently release the brakes after they have been so set. These objects and other advantageous ends I secure as herein after set forth, reference being bad to the accompanying drawings in which,

Figure 1 is a diagrammatic view illustrating a, section of track with signals and certain-associated parts arranged in accordance 4v invention, Fig. 2 is a diagrammatic View llustrating the apparatus constituting my invention, Fig. 3 is asectional elevation [of-one of the ramps or stationary contacts,

preferably forming part of my system, and Fig. 4 is a fragmentary diagram illustrating. a modification of one feature of the invention.

In the above drawings 1 represents a portion of a railroad track along which are mounted signals of any desired type and at any suitable intervals. In any case, however, each of these signals is made to include a member, such as a semaphore arm 2 or 2, movable under conditions of operation into signal'is set at danger.

In the present instance I have shown the semaphore arms as mounted on posts or columns 3 and 3 and each of said arms or mo'vable members carries or includes a metallic piece preferably in the form of a blade 4 constituting a switch arm. In addition the post or other support 3 or 3 carries two terminal contacts 5 and 6 designed to be electrically connected by the blade or piece 4, at such time as the arm or moyable member 2 or 2 occupies its danger position. These two terminal contacts are respectively connected to a pair of contact plates or two or more positions, in one of which the the'second brush or shoell.

current 10.

"Each locomotive or train operated over the railroad carries or has mounted upon it a pair of brushes or contact shoes lland 12 so placed as to respectively contactelectrically with the ramps 7 and 8 of each signal when said train arrives at or passes the same, and in order to avoid injury as well as to dimiuish the shock of engagement, the shoes or brushes are preferably resiliently mounted on their supporting structures the ramps beiug'likewise supported on springs 13, so that they as well as the shoes a're free to yield when engaged. Moreover I preferably make the ramps of a body 14 of insulating material beveled downwardly frhm its center toward its ends and having fired td its upper convex surfacea strip or shect of metal such as copper. Similarly the' contact shoes or brushes are preferably convexly.curved so as to engage the strips 15 of their respective ramps with the least possible shock. Also mounted on the locomotive or on one or more cars of the train is a pair of solenoids 1G and 1'? having a longitudinally movable core 18 connected to the operatinghandle or lever of a valve 20. Said valve is connectcd in a pipe 21 forming a portion of the airbrake system and is so disposed rclatively to the core 18 that when the latter is drawn into the solenoid 17. said valve is closed, while when the core is drawn into the solenoid 16, said valve is opened, thereby causing setting of the brakes of the system.

One terminal of the solenoid 16 is permanently connected to the brush or shoe 12 while its second terminal is connected to the terminal 22ot a hand switch 23, whose second-terminal 24 is permanently connected to One terminal of the solenoid 17 is'likewise connected to the terminal 22 of the switch 23 and its sec- 0nd terminal to athird terminalQfi ofthe switch 23, through a source ofcurrent 26 such as a, battery. The movablemember of said switch is preferably placed ,or is equipped with a spring 27, so as to at all times tend to connect the terminals 22 and 'merely opens the switch 24, although it may be moved against the I action of this spring into temporary engagement with the terminal :25.

' Under normal conditions of operation the member is moved or permitted to move into engagement with the terminal 2-1. and obviously as the locomotive or car carrying the above described apparatus moves over the ramps I and S of any signal. the brushes 11 and 1:2 respectively contact with the latter. As long as the movable member-.2 or 1? of the signal with which said ramps are associated. occupies a safety or aution position. the circuit through the solenoidlG remains open.

'hen the movable member of the signal cccupies the danger position. as in the case of the member '3. the blade 4 closes or completes the circuit between the terminal contacts 5 and (l. and when the ramps 7 and S of said signal are engaged by the shoes or brushes 11 or 12. current flows from the source 10. through the terminal 5. blade 4 and terminal 6 to the ramp 8. brush 12. SO lcnoid 1o. switch 23. brush 11 aml ramp 7 back to said source. As a result. said solenoid is energized and draws the core 18 away from the solenoid 17. into such position as to cause opening of the valve .30. with a consequent setting of the air brakes. The locomotive or train is thus stopped. thereby calling attention to the danger position of the signal. though it'. the engineer desires to operate his train beyoml said signal. he :23 until the train passes the signal or the ramps connected therewith.

Obviously. without departing from invinventicn. the valve '20 may be so adjusted as to be opened in order to cause release of the air brakes when it is desired to run the engine or car past the signal in the danger position. since the specific construction of said valve will depend upon the system of brakes with which it is used. In some cases the pipe 21. instead of being connected in the airln'ake system. may form part of an alarm system so that the opening or closing of the valve 20 will operate a suitable form of alarm. Preferably however. the arrangement is such that the locomotive or train is automatically brought to rest whenever it is attempted to run it past a signal occupying the danger? position.

For the sake of clearness I have referred to the switch 5-4-6 with the source of current 10 and the contacts 7 and 8 as a track circuit and it is obvious that if desired one.

of said contacts with its coacting brush may be omitted merely by grounding one of the terminals of said track circuit as well as the corresponding terminal of the train circuit. In the present instance this latter consists of the electro-magnet 16. the switch 21'232-2, and one or both of the contacts 11 and 12 as the case may be.

It will be understood that it is by no means neces ary that the switch 516 should be directly closed by movement of the semaphore arm. since. without departing from my invention. it may be arranged in any suitable manner so that'it is caused to close when the signal or equivalent mechanism occupies a dangen position. Further. more. while I have shown a source of current 10 connected in each of the track cir- 1 cuits and another source of current 26 connected in the re-setting circuitv which includes the electro-magnet 17, I may if desired or advisable. employ a single current source 31 connected as shown in Fig. 4 between the terminal 22 of the hand switch and the conductor 30 which is connected to one terminal of each of the magnets 16 and 17. a

One particularly valuable feature of my invention resides in the fact that a train standing on the near side ot'Yhe signal 3 for example. is protected by the signal 3 even though said first signal is in the safety position. since obviously said second signal would be in the"dange1" position and would automatically cause stopping of a following train. whose brushes l1 and 12 come into eontact'with the ramps 7 and 8.

I claim 1. The combination of train stopping means: two electro-magnets for operating said means; a source of current; means for causing at will the energization of one of said magnets: and automatically acting signal-controlled means for controlling the en- 'ergization of the otherimagnet and the consequent operation of the train stopping device.

2; The combination of a train stopping de- N109 two electro-magnets for controlling said device; a current source; a double throw switch connected to cause energization of one of said magnets when in one position and to complete a portion of the circuit of the other magnet when in-a second position; a track circuit having means for completing the circuit of the second magnet: and signal valve operatively connected to the movable 'member of said magnet; a second electrosystem. two electro-magnets having their movable elements operatively connected to said valve, at leasl; one brush in circuit with one of the magnets and mounted to coopei'ate with the contacts of the track circuits; and means for causing: energization of the second magnet at will.

In testimonv whereoi I have signed my name to this specification, in the presence of ,two subscribing witnesses.

\VILLIAM E. TIBBITT.

fitness es lViLLIAM E. BRADLEY, 732'. A. BARR. 

